JPH0723531Y2 - Blow-by gas recirculation system for engines - Google Patents

Blow-by gas recirculation system for engines

Info

Publication number
JPH0723531Y2
JPH0723531Y2 JP1988135580U JP13558088U JPH0723531Y2 JP H0723531 Y2 JPH0723531 Y2 JP H0723531Y2 JP 1988135580 U JP1988135580 U JP 1988135580U JP 13558088 U JP13558088 U JP 13558088U JP H0723531 Y2 JPH0723531 Y2 JP H0723531Y2
Authority
JP
Japan
Prior art keywords
chamber
fresh air
blow
rocker
counterweight
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP1988135580U
Other languages
Japanese (ja)
Other versions
JPH0256807U (en
Inventor
豊毅 平岡
裕一 村上
信行 沖津
Original Assignee
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to JP1988135580U priority Critical patent/JPH0723531Y2/en
Publication of JPH0256807U publication Critical patent/JPH0256807U/ja
Application granted granted Critical
Publication of JPH0723531Y2 publication Critical patent/JPH0723531Y2/en
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01MLUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00Crankcase ventilating or breathing
    • F01M13/04Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F01M13/0416Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil arranged in valve-covers
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01MLUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00Crankcase ventilating or breathing
    • F01M13/0033Breather inlet-air filters
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00Other engines
    • F02B75/16Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18Multi-cylinder engines
    • F02B75/22Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02FCYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00Casings, e.g. crankcases or frames
    • F02F7/006Camshaft or pushrod housings

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to a blow-by gas recirculation device for an engine.

(Prior Art) Blow-by gas that blows through a gap between pistons into a crank chamber from a combustion chamber also causes deterioration of engine lubricating oil, so that the crank chamber and rocker chamber must be sufficiently ventilated.

As a conventional blow-by gas recirculation device, for example, there is one as shown in FIG. 6 (see Japanese Utility Model Laid-Open No. 61-152714).

To explain this, the V-type engine 51 has two rocker chambers 52 in the left and right banks, and a fresh air introduction passage 55 and a blow-by gas recirculation passage 56 that communicate with the upstream and downstream of the throttle valve 54 of the intake passage 53 are provided in each rocker. It is connected to chamber 52.

The blow-by gas blown into the crank chamber 57 flows into the left and right rocker chambers 52 via the passages 58 penetrating the engine block, and is then sucked into the intake passage 53 via the return passages 56.

(Problems to be solved by the invention) However, in the case of such a conventional device, since the fresh air introduction passage 55 and the blowby gas recirculation passage 56 are both connected to the rocker chamber 52, the fresh air introduction passage 55 to the rocker chamber Most of the fresh air that has flowed into the 52 does not flow into the crank chamber 57, but is sucked through the blow-by gas recirculation passage 56 as it is, and there is a problem that the ventilation of the crank chamber 57 is not performed sufficiently. .

The present invention aims to solve these conventional problems.

(Means for Solving Problems) In order to achieve the above object, in the present invention, a fresh air introduction passage for introducing fresh air into the rocker chamber and a blow-by gas recirculation passage for communicating the rocker chamber with the intake passage are provided. In a blow-by gas recirculation system for an engine, a fresh air suction port is provided which communicates the rocker chamber and the crank chamber with each other and which opens on the peripheral surface of the crankshaft counterweight with a predetermined gap. The fresh air suction port is located at the center of the cylinder block. While being unevenly distributed in the rotational direction of the counterweight peripheral surface with respect to the line, the cross section of the gap defined between the wall surface of the cylinder block where the port is opened and the peripheral surface of the counterweight is gradually moved in the rotational movement direction of the peripheral surface of the counterweight. It was formed in a taper shape that shrinks.

(Operation) Based on the above configuration, a negative pressure is generated in the opening of the fresh air suction port due to the rotation of the peripheral surface of the counter weight, and the fresh air is forcibly supplied to the crank chamber via this suction port. As a result, even when both the fresh air introduction passage and the blow-by gas recirculation passage are connected to the rocker chamber, the flow rate of the fresh air supplied to the crank chamber can be ensured and the crank chamber can be sufficiently ventilated together with the rocker chamber. it can.

(Embodiment) An embodiment of the present invention will be described below with reference to the accompanying drawings.

As shown in FIGS. 1 and 2, the V-type 8-cylinder engine 1 is provided with left and right rocker covers 2, and blow-by gas exhaust ports 11 and fresh air intake ports 12 are formed in the left and right rocker covers 2. It

As shown in FIG. 3, the blow-by gas discharge ports 11 of the left and right rocker covers 2 communicate with the downstream side of the throttle valve of the intake pipe via the blow-by gas recirculation passages 13, respectively, and in the middle of the blow-by gas recirculation passages 13. Is equipped with a PCV valve 14 that adjusts the amount of blow-by gas recirculated according to the negative pressure of the intake pipe.

The fresh air intakes 12 of the left and right rocker covers 2 communicate with the upstream side of the throttle valve of the intake pipe via the fresh air introduction passages 15, respectively, and the fresh air after passing through the air cleaner is taken in.

A baffle plate 17 is attached to the inside of the left and right rocker covers 2, and a blow-by gas discharge port is provided from the rocker covers 2.
A partition wall portion 18 which is located between the air intake port 11 and the fresh air intake port 12 and which is joined to the baffle plate 17 protrudes, and the partition wall portion 18 allows the blow-by gas discharge port 11 to open between the rocker cover 2 and the baffle plate 17. One separator chamber 21 and fresh air intake
A second separator chamber 22 having an opening 12 is defined.

The front end 23 of the baffle plate 17 that defines the first separator chamber 21 forms an opening 24 between the rocker cover 2 and the blow-by gas that flows into the first separator chamber 21 from the opening 24, while the baffle plate An oil return hole 25 is formed at 17 just below the blow-by gas discharge port 11 to return the oil separated in the first separator chamber 21 to the rocker chamber 3.

The rear end 26 of the baffle plate 17 that defines the second separator chamber 22 forms an opening 27 between the rear end 26 and the rocker cover 2, and fresh air is supplied to the rocker chamber 3 from this opening 27. In addition, two partition walls 28, 29 project from the rocker cover 2 at a predetermined interval, and the baffle plate 17 has these partition walls 28, 29.
Two partition plates 31 and 32 are attached to the front and rear of 9 so that the gas flowing in the second separator chamber 22 is made to meander.

In the figure, 8 is a cylinder head, 9 is a cam shaft, and the cam shaft 9
A chain (not shown) is wound between the crankshaft 6 and the crankshaft 6 via sprockets 41 and 42, and a chain chamber 43 for accommodating the chain is provided in the front part of the engine 1.

In the figure, 10 is an oil pan, 45 is an oil passage for supplying lubricating oil to each part of the engine 1, and 46 is an oil passage for returning the lubricating oil of the cylinder head 8 to the oil pan 10.

A fresh air intake port (36) is provided at the rear of the engine opposite to the chain chamber (43) and connects the second separator chamber (22) and the crank chamber (19) to each other.

The left and right rocker covers 2 are respectively formed with outlets 33 that open to the rear of the second separator chamber 22, and each fresh air outlet 33 is connected to the cylinder block 5 via a pipe 34 and a connector 35.
It is connected to the fresh air suction port 36 formed in.

The opening 37 of the fresh air suction port 36 faces the rearmost counterweight peripheral surface 7 of the crankshaft 6 with a predetermined gap 38.

The counterweight peripheral surface 7 is formed in a circumferential shape concentric with the crankshaft 6, and the crankshaft 6 rotates clockwise in FIG. The fresh air suction port 36 is formed on the right bank side of the center line O of the cylinder block 5, and is defined between the cylinder block wall surface 39 where the fresh air suction port 36 opens and the counterweight peripheral surface 7. The cross section of the gap 38 is formed in a taper shape that gradually shrinks in the rotational movement direction of the counterweight peripheral surface 7.

It is configured in this way, and the operation will be described next.

Most of the blow-by gas blown into the crank chamber 19 through the gap between the piston and the cylinder flows into the rocker chamber 3 through the chain chamber 43 and the remaining part through the oil return passage 46 as shown by the arrow. After separating the oil from the rocker chamber 3 via the first separator chamber 21, the oil is sucked into the intake pipe through the discharge port 11 and the recirculation passage 13.

As the blow-by gas is thus recirculated through the rocker chamber 3, fresh air from the intake pipe flows into the second separator chamber 22 from the intake port 12 through the introduction passage 15 as shown by the arrow. Part of the fresh air that has flowed into the second separator chamber 22 spreads from the opening 27 to the rocker chamber 3, and flows from the rear of the engine 3 to the front of the engine while purifying blow-by gas,
It flows into the first separator chamber 21 through the opening 24 and is collected in the intake pipe through the discharge port 11 and the return passage 13.

The remaining part of the fresh air flowing into the second separator chamber 22 is sucked into the suction port 36 via the outlet 33, the pipe 34 and the connector 35 as shown by the arrow, and then flows into the crank chamber 19.

As the counterweight peripheral surface 7 rotates, air between the counterweight peripheral surface 7 and the cylinder block wall surface 39 is drawn into a portion where the width of these gaps is narrowed due to viscosity, so that the opening portion facing the counterweight peripheral surface 7 is opened. 37 becomes low pressure, and fresh air in the second separator chamber 22 is forcibly supplied to the crank chamber 19.

Since a sufficient amount of fresh air flows into the crank chamber 19 by the suction action of the counterweight peripheral surface 7 in this manner, in the crank chamber 19 from the fresh air suction port 36 toward the chain chamber 43, from the engine rear side to the front side. Fresh air flows, and stagnation in which blow-by gas stays in the crank chamber 19 is not created, and sufficient ventilation is obtained.

(Effect of the Invention) As described above, according to the present invention, the rocker chamber and the crank chamber are communicated with each other, and the fresh air suction port opening with a predetermined gap is provided on the circumferential surface of the counterweight of the crankshaft. Since the fresh air is forcibly supplied to the crank chamber by rotation, the crank chamber and the rocker chamber can be sufficiently ventilated, and deterioration of engine lubricating oil due to blow-by gas can be effectively suppressed.

[Brief description of drawings]

FIG. 1 is a front sectional view of an engine showing an embodiment of the present invention, FIG. 2 is a side sectional view of the same, FIG. 3 is a perspective view showing the flow of gas, and FIG. 4 is a plan view showing the outline of passages. FIG. 5 and FIG. 5 are front sectional views taken along the line BB of FIG. FIG. 6 is a front sectional view showing a conventional example. 1 ... Engine, 3 ... Rocker room, 6 ... Crankshaft,
7 …… Counterweight peripheral surface, 11 …… Blow-by gas discharge port, 12 …… New air intake port, 21 …… First separator chamber, 22
...... Second separator chamber, 36 ...... New air suction port, 43 ……
Chain room.

Claims (1)

[Scope of utility model registration request]
1. A blow-by gas recirculation system for an engine, wherein a fresh air introduction passage for introducing fresh air into the rocker chamber and a blow-by gas recirculation passage for communicating the rocker chamber with an intake passage are respectively arranged in the rocker chamber and the crank chamber. Fresh air suction ports communicating with each other and opening with a predetermined gap are provided on the counterweight peripheral surface of the crankshaft, and the fresh air suction port is defined between the open cylinder block wall surface and the counterweight peripheral surface. A blow-by gas recirculation device for an engine, wherein a cross section of the gap is formed in a taper shape that is gradually reduced in a rotational movement direction of a peripheral surface of the counterweight.
JP1988135580U 1988-10-18 1988-10-18 Blow-by gas recirculation system for engines Expired - Fee Related JPH0723531Y2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP1988135580U JPH0723531Y2 (en) 1988-10-18 1988-10-18 Blow-by gas recirculation system for engines

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP1988135580U JPH0723531Y2 (en) 1988-10-18 1988-10-18 Blow-by gas recirculation system for engines
US07/417,622 US4958613A (en) 1988-10-18 1989-10-04 Internal combustion engine with crankcase ventilation system

Publications (2)

Publication Number Publication Date
JPH0256807U JPH0256807U (en) 1990-04-24
JPH0723531Y2 true JPH0723531Y2 (en) 1995-05-31

Family

ID=15155140

Family Applications (1)

Application Number Title Priority Date Filing Date
JP1988135580U Expired - Fee Related JPH0723531Y2 (en) 1988-10-18 1988-10-18 Blow-by gas recirculation system for engines

Country Status (2)

Country Link
US (1) US4958613A (en)
JP (1) JPH0723531Y2 (en)

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JP2003314211A (en) * 2002-04-17 2003-11-06 Honda Motor Co Ltd Stroke varying engine
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EP1471218A1 (en) * 2003-04-25 2004-10-27 Perkins Engines Company Limited Internal combustion engine having an internal barrier device to reduce oil carry-over
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Also Published As

Publication number Publication date
JPH0256807U (en) 1990-04-24
US4958613A (en) 1990-09-25

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